The Chevy Camaro offers three engine choices. Two of them lie on the spectacular side of the spectrum, but the third, the new 2.0-liter turbo four, isn’t quite up to the excellence of the rest of the car. It’s the engine with the faint turbo whistle, the one that moans like no Camaro should.

A Camaro with an inline-four sounds about as appealing as a tofu salad at a Chicago steakhouse. Judged only by the numbers, though, it’s still respectable. The 2.0-liter four, maxing out at 20 psi of boost pressure, is good for 275 horsepower and 295 pound-feet of torque. It might have the lowest output available in a Camaro, but the 2.0 is also the lightest version of the car at 3410 pounds, or 59 pounds less than the V-6 and more than 300 pounds lighter than the V-8.

With the least amount of mass to wrangle, the four and a quick-shifting six-speed manual pounce to 60 mph in 5.4 seconds. The quarter passes in 14.1 seconds at 97 mph. With the 335-hp V-6, we measured zero-to-60 and quarter-mile times that were 0.3 and 0.4 second quicker, respectively. But the numbers are only part of this story.

Fact is, the four-cylinder Camaro isn’t an endearing proposition. Despite the sound pumped into the cabin, the four’s gravelly voice is nowhere near as sweet as the optional V-6’s or V-8’s. The engine is unresponsive, too. It resists revs and feels as if it’s working against a massive flywheel. For the best acceleration, we launched at 4000 rpm and shifted between 6000 and 6500, well short of the 7000-rpm redline. Shifting any closer to the rev limit only wasted time. From its meek tone to its reluctance to play, the four doesn’t have a sporting bone in its block, no matter what the numbers read.

Some might argue that the four isn’t supposed to be the sporty choice; it’s the least expensive Camaro, and the efficient one. If only it were more efficient. In our hands, the 2.0-liter sucked down a gallon of premium every 19 miles, short of the EPA’s 24-mpg-combined estimate. We achieved an identical 19 mpg with the V-6, but at least the six happily burns regular.

The engine’s shortcomings are especially apparent since the rest of the Camaro is so good. A small, flat-bottomed steering wheel sends clear signals from the road. A stiff ride can be traced to aggressive spring rates and optional 20-inch wheels with run-flat tires, but the structure never quivers or protests. Despite the all-season rubber, the Camaro circled the skidpad at 0.89 g and stopped from 70 mph in 170 feet. Eager and playful, the Camaro practically begs you to spend $1495 for the V-6.

Seeing out of the Camaro remains difficult, and the design is a love-it-or-leave-it affair. Camaros aren’t for everyone, but a Camaro with a 2.0-liter turbo is, shall we say, for no one.

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